Frictional gear and brake.



H. W. BROADY.

FRICTIONAL GEAR AND BRAKE. APPLICATION FILED OCT. 17. 1913.

1,200,164; Patented Oct. 3,1916.

Ill/4 i m llllllllllllllll NIT D v srA Esr rEN'r mm nann -w. :BaoAnY, or BAYSIDE, Nnw roan, ASSIGNOR ro warm-MARINE, EQUIP- 'MENI COMPANY, A CORPORATION or NEW roan.

rmc'rIoNAr. eEAn AND BRAKE.

Specification of Letters Patent.

Patented Oct. 3, 11916.-

Application filed October 17, 1913. Serial No. 795,681.

To all whom) itmay concern." l Be it known that I, HARRY W. 'BROADY, a

. citizen of the United States, and a resident of. Bayside, borough 'of Queens, county of Queens, and State of New York, have in-.

vented certain new and useful Improvements in Frictional 'Gearand Brakes,' of which the following is a specification.

This invention relates'to'improvements in frictional gear and'brake mechanism. I

By the useof my invention I produce a friction gear. and brake mechanism vwhich may be employed with one or more rope drums for handling or manipulating lifeboats or other loads. In my improved mechanism the usual -inter-engaging peripheral projections and grooves for the respec-' V tive friction parts are so designed as to have a'better and more effective frictional con.-

tact between-what I shall terr n a load-controlling member and the drlvmg wheel or the brake-shoe of, forexample, a lifeboat handling device and furthermore a relative adjustment of'the opposing 'inter engaging grooves and projections will be obtained. In the preferred embodiment of my invention, as the same may be applied to a controlling. device for handling lifeboats, a

single intermediate controlling wheel adapted to be shifted into alternate engagement with adrive located at one side and a brakeshoe located at the other side will'be provided'with peripheral grooves and'projecs v tions' of poly-angular-conformation, that is tion, engagement and cooperation ofprojeetions or cones of obtuse angular confor-. mation, which will be the most effective for j the braking purposes. Furthermore, ad: justment between the respect1ve .mter-engaging projections and grooves Wlll be provided by splitting one or more of the inter engaging parts, and preferably by splitting the drivewheel and the brake-shoe,-longitudinally of the grooves or projections, thus.

procuring a line contact between each of the respective inter-engaging grooves and projections instead of a'pomt'contant between broken away.

a driving wheel 7 rotated from any suitable certain of such grooves and projections as has heretofore been the case when the drivmg wheel, brake-shoe and intermediate controlling wheel have each been formed in one piece. 1 ,In the accompanying drawings, in which s1m1larv reference characters deslgnate' corresponding parts throughout the several views, Figure 1 is-a side elevation of apparatusembodymg my invention; Fig. 2 is a ver-- tlcal section on the line 22 of Fig. 1; Fig.

- 3 is an enlarged section'on the lines aa and bb' respectively "of Fig. 1, the intermediate portion of the controlling wheel a being Referring now to these drawings which illustrate a preferred .embodimentof-my invention applied to a controlling device for handling lifeboats, 11 indicate a pair of winding drums mounted on a common shaft 2 suitably secured to and supported in eccentric bearings 3.-3 the eccentric bearings being in turn mounted in standards 4&4? on a frame 5 which is secured to the deck of a vessel in any suitable position. My

preferred means for controlling and rotat- 1ng sa1d drums comprises, as shown, an m- -ter1 nediate controlling wheel 6' mounted on,

the shaft 2 and provided with a series of peripheral grooves and projections, which projections and grooves upon the shifting source of power (not-shown), and located at one side of said controlling wheel, andupon :the lateral shifting of said; controlling wheel in the opposite direction, such periphs eral grooves and projections will intermesh and frictionally engage with grooves and j to shift the shaft 2 and with'it' said intermegagement with the driving wheel and-brakeshoe. as desired. The winding drums71'1 are preferably suitably'locked or connected; together and journaled on the shaft 2 so as always to move in thesame direction.

In apparatus of this kind heretofore employed, however, the drive wheel has been formed in one piece, the controlling wheel also' 'in one piece and the brake-shoe likewise in one piece and similar grooves and projections have been provided on the controlling wheel and its opposing drive wheel and brake-shoe.

As a result of employing grooves in the opposing or engaging frictional surfaces of similar angles of inclination it has been found impossible heretofore to procure the most effective drive, as well as the most effective braking surface, because if cones of an acute angular conformation, which would be most suitable for driving purposes, were brought into cooperation with a brake cone of similar angle too great friction would occur and the braking efiect would be so abrupt as to be dangerous; on the other hand if projections and grooves of an obtuse angular conformation, which would produce the most effective braking action, were brought into cooperation with a drive cone having such an obtuse angular conformation a very imperfect drive would result. It has therefore been usual to employ projections and grooves of a mean or average angle of inclination. By my device, however, I am enabled to employ a drive having cones or projections of an acute angle and also a braking device having cones or grooves of obtuse angular conformation, and in order to permit the use of a single controlling wheel with .a drive and a brake-shoe having projections and grooves of different angular conformation, I have employed in the periphery of my control ling wheelprojections and grooves of polyangular conformation, that is to say the walls or facesof the peripheral projections and grooves of the controlling wheel have two distinct angles of inclination, as indicated at 9-9 respectively, the angular walls or faces 9 being adapted to engage with the projections 10 of the driving wheel, and the angular walls or faces 9 being adapted to engage with the walls or faces same angle of inclination but these inclined faces must be accurately and exactly spaced from each other. Such accuracy of construction is extremely diflicult, and it has frequently been found, because of inaccuracy of construction, that the cones or projections and grooves'engaged only at certain points instead of throughout the full extent of the faces, thus of course detracting from the effectiveness of the drive or braking device as the case might be, In order to overcome this diiiiculty and to procure a line contact between all of the opposing faces, notwithstanding inaccuracy of construction thereof, I have formed the driving wheel 7 and the brake-shoe 8 of a plurality of parts split longitudinally of the grooves and projections and suitably connected together, sufficient space only being allowed between such parts to permit the slight lateral adjustment necessary to form a perfect contact between such split parts and the opposing faces of the controlling wheel. As shown, both the drive wheel 7 and brake-shoe are split between the respective projections or at thebottom of each of the grooves, though it is obvious that such split may be made at any other suitable point, the drive wheel 7 being keyed to its shaft and the split parts retained in place by suitable collars as illustrated at the lefthand side of Fig. 3. The parts of the brakeshoe may be retained in the same or any other suitable manner. By so splitting the drive and brake-shoe, I procure the slight lateral play necessary to obtain a true line frictional contact or engagement between the opposing faces of the respective mem- ,bers, thereby producing a more effective control than has heretofore been produced. Having described my invention, 1 claim: 1. Frictional gear and brake mechanism embodying a driving member having a coned and grooved friction surface with engaging faces of one angle of inclination, a braking member also having a coned and grooved friction surface with engaging faces at another angle of inclination, and a load-controlling member having a grooved surface with angular engaging faces corresponding to and adapted to cooperate alternately with the faces of the drive and brake members respectively, and means for engaging said drive and brake members with the said load-controlling member.

2. Frictional gear and brake mechanism embodying a driving member having a pe-' r pheral friction surface composed of a series of similar cones and grooves with engaging faces of a given angle of inclination,

a braking member having a peripheral friction surface composed of a series of cones and grooves with engaging faces, having a different angle of inclination, and a loadcontrolling member, having. its surface composed of a series of grooves and projections, each having a plurality of engaging faces of angles of inclination corresponding to and adapted to alternately cooperate with the faces of the drive and brake members respectively, and means for shifting the loadcontrolling member in opposite directions to alternately engage said drive and brake members.

3. Frictional gear and brake mechanism embodying a friction member, another friction member adapted to cooperate therewith, each of said members being provided with coned and grooved frictional surfaces and one of such members being split longitudinally of its projections and grooves into a plurality of loosely connected parts.

Frictional gear and brake mechanism embodying a driving member having a coned and grooved peripheral friction surface, a braking member also having a coned and grooved friction surface, the said driving and braking members'being split longitudinally of the cones and grooves, and a load-controlling member having a peripheral surface provided with a plurality of projections and grooves adapted to alternately intermesh and cooperate with the split coned and grooved drive and braking members respectively, and means for shifting the said load-controlling member in opposite directions to alternately engage said drive and brake members.

In witness whereof, I have signed my name to the foregoing specification inthe presence of two subscribing witnesses.

HARRY W. BROADY.

Witnesses:

FREDERICK P. RANDOLPH, HELEN V. HOLMES. 

